U.S. patent number 8,978,799 [Application Number 12/510,767] was granted by the patent office on 2015-03-17 for drive train having a wet starting clutch for hybrid applications.
This patent grant is currently assigned to Schaeffler Technologies AG & Co. KG. The grantee listed for this patent is Ivo Agner, Johannes Arnold, Oliver Noehl. Invention is credited to Ivo Agner, Johannes Arnold, Oliver Noehl.
United States Patent |
8,978,799 |
Arnold , et al. |
March 17, 2015 |
Drive train having a wet starting clutch for hybrid
applications
Abstract
A starting clutch running in oil is present in the drive train
of a motor vehicle which has an internal combustion engine and a
starter generator. The rotor of the starter generator is supported
on a clutch cover, at least indirectly, and the clutch cover is
rotationally fixed to the clutch bell of the transmission.
Inventors: |
Arnold; Johannes (Achern,
DE), Noehl; Oliver (Buehlertal, DE), Agner;
Ivo (Buehl, DE) |
Applicant: |
Name |
City |
State |
Country |
Type |
Arnold; Johannes
Noehl; Oliver
Agner; Ivo |
Achern
Buehlertal
Buehl |
N/A
N/A
N/A |
DE
DE
DE |
|
|
Assignee: |
Schaeffler Technologies AG &
Co. KG (Herzogenaurach, DE)
|
Family
ID: |
39462142 |
Appl.
No.: |
12/510,767 |
Filed: |
July 28, 2009 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20090283344 A1 |
Nov 19, 2009 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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PCT/DE2008/000142 |
Jan 25, 2008 |
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Foreign Application Priority Data
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Jan 29, 2007 [DE] |
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10 2007 005 181 |
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Current U.S.
Class: |
180/65.22;
310/78; 477/3 |
Current CPC
Class: |
B60K
6/387 (20130101); F02N 15/063 (20130101); F02N
15/022 (20130101); B60K 6/26 (20130101); F02N
11/04 (20130101); F02N 15/006 (20130101); F16D
25/123 (20130101); B60K 6/40 (20130101); B60K
6/48 (20130101); F16D 25/0638 (20130101); Y10T
477/23 (20150115); Y02T 10/62 (20130101); Y02T
10/6221 (20130101) |
Current International
Class: |
B60K
6/42 (20071001) |
Field of
Search: |
;180/165,65.21,65.22
;310/75R,76,77,78,92,100 ;477/3 ;475/5 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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Nov 2000 |
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10146837 |
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May 2002 |
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10115504 |
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Oct 2002 |
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DE |
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10115504 |
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Oct 2002 |
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DE |
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10 2005 030 192 |
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Feb 2006 |
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DE |
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1584830 |
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Oct 2005 |
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EP |
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1 710 113 |
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Oct 2006 |
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EP |
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2 862 025 |
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May 2005 |
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FR |
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11107798 |
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Apr 1999 |
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JP |
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2002059752 |
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Feb 2002 |
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JP |
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2003220842 |
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Aug 2003 |
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JP |
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2006298272 |
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Nov 2006 |
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JP |
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2006316926 |
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Nov 2006 |
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JP |
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2006054661 |
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May 2006 |
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WO |
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Primary Examiner: Shriver, II; J. Allen
Assistant Examiner: Frick; Emma K
Attorney, Agent or Firm: Lucas & Mercanti, LLP
Parent Case Text
This application is a continuation of PCT/DE2008/000142 filed Jan.
25, 2008, which in turn claims the priority of DE 10 2007 005
181.8, filed Jan. 29, 2007, the priority of these two applications
is hereby claimed and these two applications are incorporated by
reference herein.
Claims
The invention claimed is:
1. A drive train in a motor vehicle, comprising: an internal
combustion engine; and a starter generator, wherein a rotational
connection in power flow between the internal combustion engine and
the starter generator and between the internal combustion engine
and the transmission is established by a starting clutch running in
oil, wherein the starting clutch has an outer disc carrier
connected to the starter generator, an inner disc carrier connected
to the internal combustion engine, and a plurality of inner clutch
discs interspaced by a plurality of outer clutch discs, wherein the
inner discs are mounted on the inner disc carrier so that they
rotate with the inner disc carrier and are axially movable on the
inner disc carrier, and the outer discs are mounted on the outer
disc carrier so that they rotate with the outer disc carrier and
are axially movable on the outer disc carrier, and the rotor of the
starter generator is substantially fixed with respect to rotation
with the outer disc carrier when the starting clutch is in an open
state and when the starting clutch is in a closed state, wherein
the rotor of the starter generator is arranged in a rotationally
fixed manner on a rotor carrier and the rotor carrier is mounted on
a clutch cover and the clutch cover is connected in a rotationally
fixed and oil-tight manner to a clutch bell of a transmission,
wherein the clutch cover is arranged between the rotor carrier and
the outer disc carrier, whereby the starter generator is separated
from an oil region of the starting clutch and the starter generator
runs in a dry region, and wherein a seal is arranged between the
outer disc carrier and the clutch cover.
2. The drive train of claim 1, wherein a further seal is arranged
between the rotor carrier and the clutch cover.
3. The drive train of claim 1, wherein a seal is arranged between a
continuation of the outer disc carrier, a drive hub and the rotor
carrier.
4. The drive train of claim 1, wherein the inner disc carrier is
mounted on a transmission input shaft.
5. The drive train of claim 4, wherein, on a transmission side, the
starting clutch is mounted on the transmission input shaft via a
spline on a driven hub.
6. The drive train of claim 1, wherein a clutch basket, formed
substantially by the outer disc carrier, is stiffened by stiffening
plates extending from a sheet-metal hub element.
7. The drive train of claim 1, wherein a clutch basket, formed
substantially by the outer disc carrier, is stiffened by welding a
sheet-metal hub element to the outer disc carrier.
8. The drive train of claim 1, wherein a bearing between the rotor
and the clutch cover is pretensioned by means of a pretensioning
spring, the pretensioning spring bearing against a transmission
input shaft.
9. The drive train of claim 1, wherein an oil pump for supplying
the oil region is present, pump drive being effected by means of a
pump pinion pressed onto a transmission input shaft and the
transmission input shaft serving at the same time as a mounting of
the pump pinion.
10. The drive train of claim 1, wherein a torsional vibration
damper is arranged in the power flow from the internal combustion
engine to the starting clutch.
11. The drive train of claim 10, wherein the torsional vibration
damper is a dual-mass flywheel.
12. The drive train of claim 11, wherein the torsional vibration
damper is arranged in a dry space of a clutch bell.
13. The drive train of claim 1, wherein a stripping unit is
arranged in an oil region.
14. The drive train of claim 1, wherein a centrifugal force region
is associated with a piston, and the centrifugal force region
compensates centrifugal oil pressure on the other side of the
piston.
15. A drive train in a motor vehicle, comprising: an internal
combustion engine; and a starter generator, wherein a rotational
connection in power flow between the internal combustion engine and
the starter generator and between the internal combustion engine
and the transmission is established by a starting clutch running in
oil, wherein the starting clutch has an outer disc carrier
connected to the starter generator, an inner disc carrier connected
to the internal combustion engine, and a plurality of inner clutch
discs interspaced by a plurality of outer clutch discs, wherein the
inner discs are mounted on the inner disc carrier so that they
rotate with the inner disc carrier and are axially movable on the
inner disc carrier, and the outer discs are mounted on the outer
disc carrier so that they rotate with the outer disc carrier and
are axially movable on the outer disc carrier, and the rotor of the
starter generator is substantially fixed with respect to rotation
with the outer disc carrier when the starting clutch is in an open
state and when the starting clutch is in a closed state, wherein
the rotor of the starter generator is arranged in a rotationally
fixed manner on a rotor carrier and the rotor carrier is mounted on
a clutch cover and the clutch cover is connected in a rotationally
fixed and oil-tight manner to a clutch bell of a transmission,
wherein the clutch cover is arranged between the rotor carrier and
the outer disc carrier, whereby the starter generator is separated
from an oil region of the starting clutch and the starter generator
runs in a dry region, and wherein a rotor carrier and an outer disc
carrier are one of formed in one piece, caulked to one another, and
welded to one another.
16. The drive train of claim 15, wherein a seal is arranged between
the outer disc carrier and the clutch cover.
17. A drive train in a motor vehicle, comprising: an internal
combustion engine; and a starter generator, wherein a rotational
connection in power flow between the internal combustion engine and
the starter generator and between the internal combustion engine
and the transmission is established by a starting clutch running in
oil, wherein the starting clutch has an outer disc carrier
connected to the starter generator, an inner disc carrier connected
to the internal combustion engine, and a plurality of inner clutch
discs interspaced by a plurality of outer clutch discs, wherein the
inner discs are mounted on the inner disc carrier so that they
rotate with the inner disc carrier and are axially movable on the
inner disc carrier, and the outer discs are mounted on the outer
disc carrier so that they rotate with the outer disc carrier and
are axially movable on the outer disc carrier, and the rotor of the
starter generator is substantially fixed with respect to rotation
with the outer disc carrier when the starting clutch is in an open
state and when the starting clutch is in a closed state, wherein
the rotor of the starter generator is arranged in a rotationally
fixed manner on a rotor carrier and the rotor carrier is mounted on
a clutch cover and the clutch cover is connected in a rotationally
fixed and oil-tight manner to a clutch bell of a transmission,
wherein the clutch cover is arranged between the rotor carrier and
the outer disc carrier, whereby the starter generator is separated
from an oil region of the starting clutch and the starter generator
runs in a dry region, and wherein a bearing between the rotor and
the clutch cover is pretensioned by means of a pretensioning
spring, the pretensioning spring bearing against a transmission
input shaft.
Description
The invention relates to a drive train for a motor vehicle having
an internal combustion engine and a starter generator, the
rotational connection in the power flow between the internal
combustion engine on the one hand and the starter generator and the
transmission on the other being able to be established by means of
a starting clutch running in oil.
Known from the prior art (FR 2862025) is, for example, a solution
in which a starter generator (or E-machine or motor-generator; see
definition below) is arranged in the drive train of a motor vehicle
by means of a wet-running clutch and a further clutch--here in the
form of a dog clutch.
It is the object of the invention further to improve a clutch
system of this type. In this context, "to improve" means that the
drive train is configured in a more cost-effective and space-saving
manner.
This object has been achieved in that a wet starting clutch can be
used in a hybridized drive train. The internal combustion engine
drives the transmission input shaft via a starting clutch. Located
on the transmission input shaft is an electric motor or starter
generator which can be used for boosting and energy recovery. The
starting and restarting function of the internal combustion engine
is effected via the electric motor and closing of the clutch. The
transmission is an automated transmission or an automatic
transmission without torque converter.
Within the context of the present invention, a starter generator is
to be understood as a motor generator, with the motor not
necessarily functioning as a starter. In other words, a motor
vehicle according to the present invention may also have an
additional starter. The term starter generator has been chosen here
because it has been used in this sense among experts for years. The
term E-machine is also in widespread use.
Variants described below represent the ways in which the starting
clutch and the damper system may be integrated in the drive
train.
The invention is now be explained in more detail with reference to
the figures, in which:
FIG. 1 shows a schematic arrangement of the drive train according
to the invention;
FIG. 2 shows a first exemplary embodiment with a dry-running
starter generator;
FIG. 3 shows a second exemplary embodiment with a dry-running
starter generator;
FIG. 4 shows a first exemplary embodiment with a starter generator
running in oil;
FIG. 5 shows a second exemplary embodiment with a starter generator
running in oil; and
FIG. 6 shows a third exemplary embodiment with a starter generator
running in oil.
FIG. 1 shows a schematic structure of the drive train according to
the invention. The internal combustion engine A is connectable to
the starter generator C via the starting clutch B. The starter
generator C is connected to the transmission via the transmission
input shaft 27. The transmission is an automatic transmission, but
in this drive train according to the invention it does not have a
torque converter. When starting the internal combustion engine A by
means of the starter generator C, a drive position must not be
selected in the automatic transmission. Through this configuration
only one clutch, specifically only the so-called starting clutch C,
is sufficient when operating with a starter generator C.
In the variant represented in FIG. 2 the drive hub 8--and therefore
the inner disc-carrier 4--is driven by the internal combustion
engine A via a spline. A torsional vibration damper 1 configured as
a dual-mass flywheel is located between internal combustion engine
A and drive hub 8. The outer disc carrier 3 is the output drive.
The wet clutch B is configured in such a manner that the vehicle
can start without the aid of the electric motor.
The rotor 18 of the starter generator C (=electric motor) is
connected to the outer disc carrier 3 via a rotor carrier 2. A
sealing element 6 (e.g. radial shaft sealing ring) is located
between rotor carrier 2 and clutch cover 17. The sealing element 6
prevents clutch cooling oil, which has emerged from the outer disc
carrier 3, from reaching the dry space. Located in the dry space
are the torsional vibration damper 1, as well as stator 16 and
rotor 18 of the electric motor. A further sealing element 6 is
located between the inner disc carrier 4 and the rotor carrier 2.
This prevents leakage oil located between inner and outer disc
carriers from reaching the dry space. Here the sealing element 6
provides the sealing function between two parts rotating at
different speeds.
The clutch cover 17 is connected in a rotationally fixed and
oil-tight manner to the clutch bell 15.
The inner disc carrier 4 or the drive hub 8 are mounted on the
transmission input shaft 27 via needle or sliding bearings 9.
The clutch basket, which is composed of the outer disc carrier 3
and the sheet-metal hub element 23, is mounted on the left side on
the clutch cover 17 via a rolling bearing 5. This bearing 5 can
absorb both radial and axial forces. Alternatively, two separate
bearings (for example an axial bearing and a radial bearing, not
shown in FIG. 2) may be used here. The sheet-metal hub element 23
is welded to the driven hub 26, which is mounted on the
transmission input shaft 27. As a result of the support of the
clutch basket on the transmission input shaft 27, an additional
rolling or sliding bearing can be dispensed with.
In order for the outer disc carrier 3 and the sheet-metal hub
element 23 to form a stiff structure, as is needed for the
mounting, stiffening plates 20, which are braced against the outer
disc carrier 3, extend from the sheet-metal hub element 23.
Optionally, the sheet-metal hub element 23 may be welded to the
outer disc carrier 3.
The above-mentioned rolling bearing 5 between the clutch cover 17
and the outer disc carrier 3 must be pretensioned. For this
purpose, a pretensioning spring 25 bears against a pinion 31 (see
FIG. 3) pressed onto the transmission input shaft 27 and
pretensions the clutch basket and the rolling bearing 5 via the
driven hub 26.
The pinion 31 pressed onto the transmission input shaft 27 provides
the mounting and drive of the oil pump 24.
The actuating oil for the clutch B is supplied via a passage 22
integrated in the clutch bell 15 or pump cover. The oil is
introduced into the rotating clutch unit via a rotary port 14 in
the driven hub 26. Inside the driven hub 26 the oil flows through
bores to the actuating piston 13.
The components involved in the actuation of the clutch B rotate at
the transmission input speed, for which reason a transmission-side
actuation of the clutch is referred to here. The actuation force is
additionally absorbed inside the clutch basket.
The rotary port additionally assumes the function of sealing with
respect to the oil pump 24, for which reason the radial shaft
sealing ring usual at this location in automatic transmissions is
dispensed with.
The cooling oil is supplied to the clutch B via the transmission
input shaft 27. The oil reaches the centrifugal force compensation
unit via transverse bores in the transmission input shaft 27 and a
bridging ring 12 between driven hub 26 and transmission input shaft
27, and via transverse bores in the driven hub 26. This centrifugal
force compensation unit is delimited on the left by the angled
component and on the right by the piston 13. The oil through
openings in the return spring 11 into the actual centrifugal force
chamber 10. The angled component has openings on its radially inner
end or its radially inner left-hand wall. Only when the centrifugal
force chamber 10 is substantially filled with oil does the oil
contained therein leave the centrifugal force chamber 10 via the
openings (not shown here). Because an oil-filled chamber is also
present on the right-hand side of the piston 13, the oil generates
an oil pressure on each side of the piston 13 through the
centrifugal effect of the rotating oil masses. Because the
pressurized areas are of substantially equal size, the piston 13 is
maintained substantially in an equilibrium of forces by means of
the centrifugal chamber 10.
An opening in the sheet metal element of the centrifugal force
chamber 10 determines the filling level of the oil in the
centrifugal force chamber 10. Inflowing cooling oil drains via the
opening in the sheet metal element of the centrifugal force chamber
10 and then flows in a radial direction to the inner disc carrier 4
in order to cool the clutch.
After the cooling oil has left the outer disc carrier 3, the oil
rotating in the clutch cover 17 is conveyed by a stripping unit 19
through the dividing wall between clutch B and transmission E into
the oil sump.
Installation of the clutch unit takes place as follows: During
assembly of the clutch B the sealing element 6 which is located
between rotor carrier 2 and clutch cover 17, and the rolling
bearing 5 which is located between clutch cover 17 and outer disc
carrier 3, are optionally welded in. This unit can no longer be
dismantled. The completely assembled clutch, including clutch cover
17, rotor carrier 2 and rotor 18, is fitted onto the transmission
input shaft 27. The clutch cover 17 is then screwed to the rear
wall of the clutch bell 15. The stator 16 of the starter generator
C is then installed. The torsional vibration damper 1 is screwed to
the crankshaft 7. Finally, the clutch B is connected to the
torsional vibration damper 1 via the spline on the drive hub 8 and
internal combustion engine A and clutch bell 15 are bolted
together.
In the variant represented in FIG. 3, the drive hub 8, and
therefore the inner disc carrier 4, are driven via a spline by the
internal combustion engine A. A dual-mass flywheel 1 is located
between drive hub 8 and internal combustion engine A. The drive hub
8 is welded or riveted to the inner disc carrier 4. The outer disc
carrier 3 is the output drive. The wet clutch B is configured in
such a manner that the vehicle can start without the aid of the
electric motor.
The rotor 18 of the electric motor C is connected to the outer disc
carrier 3 via a rotor carrier 2. A sealing element 6 (e.g. radial
shaft sealing ring) is located between the rotor carrier 2 and the
clutch cover 17. The sealing element 6 prevents clutch cooling oil,
which has emerged from the outer disc carrier 3, from reaching the
dry space. Located in the dry space are the torsional vibration
damper 1 and the stator 16 and the rotor 18 of the electric motor
C. A further sealing element 6 (e.g. radial shaft sealing ring) is
located between the drive hub 8 and the rotor carrier 2. This
prevents leakage oil contained between the inner 4 and outer disc
carrier 3 from reaching the dry space. Here the sealing element 6
provides the sealing function between two parts rotating at
different speeds.
The drive hub 8 is mounted on the transmission input shaft 27 via
rolling or sliding bearings.
The driven hub 26 is connected to the transmission input shaft 27
via a spline. The sheet-metal hub element 23 is welded to the
driven hub 26 and is connected positively to the outer disc carrier
3. Outer disc carrier 3 and sheet-metal hub element 23 are secured
against unintended detachment by a securing element 29.
The clutch basket, consisting of outer disc carrier 3, sheet-metal
hub element 23 and driven hub 26, is mounted on the transmission
input shaft 27 via the rolling bearing 5 between clutch cover 17
and rotor carrier 2 and the seating.
The rolling bearing 5, which supports the outer disc carrier 3 on
the clutch cover 17, is pretensioned by means of a pretensioning
spring 25 which is located between the driven hub 26 and the
securing element 32 (not shown in FIG. 3) located behind the driven
hub 26.
The pump pinion 31 is pressed onto the transmission input shaft 27
and serves as mounting and drive for the oil pump 24.
The actuating oil and cooling oil are supplied to the clutch B via
two bores (not shown in FIG. 3) integrated in the transmission
input shaft 27. Cooling and actuating oil flows via radially
disposed bores to the rotary ports 14, where it is transferred to
the drive hub 8 rotating at engine speed. In the drive hub 8 the
actuating oil is supplied via radially disposed bores to the
actuating cylinder. The cooling oil also flows through radially
disposed bores to the centrifugal force compensation unit and the
clutch cooling system. Surplus oil flowing to the centrifugal force
compensation unit flows through bores in the sheet-metal element of
the centrifugal force unit, which bores determine the filling
level, to the clutch cooling system.
The return spring 11, between the piston 13 and the inner disc
carrier 4, opens the clutch B after the actuation pressure has
dropped, and moves the piston 13 to its starting position.
The actuating mechanism of the clutch B rotates at engine speed,
for which reason engine-side actuation of the clutch B is referred
to. The actuating forces of the clutch B, which arise, are absorbed
inside the drive hub 8.
Because the rotary ports 14 are not integrated in the driven hub 26
in this variant, an additional sealing element 30 is required
between the clutch bell 15 or the pump housing and the driven hub,
in order to prevent the pump 24 from suctioning air.
Installation of the clutch unit takes place as follows: During
assembly of the clutch B, the sealing element 6, which is located
between the rotor carrier 2 and the clutch cover 17, and the
rolling bearing 5, which is located between the clutch cover 17 and
the outer disc carrier 3, are optionally welded in. This unit can
no longer be dismantled. Instead of welding, however, this
connection may be only plugged in or caulked.
The completely assembled clutch B and rotor 18 of the E-machine C
are fitted onto the transmission input shaft 27. The clutch cover
17 is then screwed to the rear wall 15 of the clutch bell (screw
connection not shown in FIG. 3). The stator 16 of the E-machine C
is then installed.
The torsional vibration damper 1 is screwed to the crankshaft 7.
Finally, the clutch B is connected to the torsional vibration
damper 1 via the toothing on the drive hub 8, and internal
combustion engine A and clutch bell 15 are bolted together.
Essentially, FIGS. 2 and 3 differ in that in FIG. 2 the oil supply
takes place via a passage 22 in the clutch bell 15 and via a rotary
port in the transmission input shaft 27, while in FIG. 3 the oil
both times
In the variant represented in FIG. 4 the drive hub 8, and therefore
the inner disc carrier 4, are driven by the internal combustion
engine A via a spline. A dual-mass flywheel 1 is located between
internal combustion engine A and drive hub 8. The outer disc
carrier 3 is the output drive. The wet clutch is configured in such
a manner that the vehicle can start without the aid of the electric
motor.
In contrast to the variants of FIGS. 2 and 3, the starter generator
C is located in the wet space. Only the torsional vibration damper
1 is located in the dry space. In order to separate the wet and dry
spaces a sealing element 6 is located between clutch cover 17 and
drive hub 8. This solution is also distinguished by the fact that
the clutch cover 17 is no longer located between a rotor carrier 2
and an outer disc carrier 3. In FIG. 4 the outer disc carrier 3 is
at the same time the rotor carrier.
The clutch cover 17 separates the clutch B and the starter
generator C from the torsional vibration damper 1. For this reason,
the rotor 18 of the E-machine can be fastened directly to the outer
disc carrier. The rotor contains axially disposed oil passages in
order to drain the cooling oil emerging from the clutch.
The outer disc carrier 3 is supported on the clutch cover 17 via a
radial and axial bearing and, together with the sheet-metal hub
element 23 and the driven hub 26, forms the clutch basket. The
sheet-metal hub element 23 is connected positively via a toothing
to the outer disc carrier 3 for torque transmission and is welded
or riveted to the driven hub 26 (riveting not shown in FIG. 4). The
driven hub 26 is supported on the transmission input shaft 27 via a
spline.
The inner disc carrier 4 and the drive hub 8, respectively, are
mounted on the transmission input shaft 27 via two rolling
bearings.
The axial bearing 5, which supports the clutch basket and the outer
disc carrier 3, is pretensioned via a spring 25 which is located
between a circlip and the driven hub 26.
The pump pinion 31 is pressed onto the transmission input shaft 27
and serves as mounting and drive for the oil pump 24.
The actuating oil and cooling oil are supplied to the clutch B via
two bores 22, 28 integrated in the transmission input shaft 27.
Cooling and actuating oil flows via radially disposed bores to the
rotary ports 14, where it is transferred to the drive hub rotating
at engine speed. In the drive hub 8, the actuating oil is supplied
via bores to the actuating cylinder. The cooling oil also flows
through bores to the centrifugal force compensation unit and to the
clutch cooling system. Surplus oil flowing to the centrifugal force
compensation unit flows to the clutch cooling system through bores
in the sheet-metal element of the centrifugal force unit 10, which
bores determine the filling level.
The actuating mechanism of the clutch rotates at engine speed, for
which reason engine-side actuation of the clutch is referred to.
The clutch-actuating forces arising are absorbed inside the drive
hub 8.
The return spring 11, between piston 13 and inner disc carrier 4,
opens the clutch B after the actuating pressure has dropped, and
moves the piston 13 to its starting position.
Because the rotary ports 14 are not integrated in the driven hub 26
in this variant, an additional sealing element 30 is required
between the clutch bell 15 or the pump housing and the driven hub
26, in order to prevent the pump from suctioning air.
Installation of the clutch unit takes place as follows: The
completely assembled clutch, including the rotor 18, is fitted onto
the transmission input shaft 27. The clutch cover 17 with axial
bearing is then fitted into the clutch bell 15. The clutch cover 17
is then fixed in the clutch bell 15 by means of a securing element.
This is followed by installation of the sealing element between
clutch cover 17 and drive hub 8. The stator 16 of the E-machine is
then installed.
The torsional vibration damper 1 is screwed to the crankshaft.
Finally, the clutch B is connected to the torsional vibration
damper 1 via the toothing on the drive hub 8 and internal
combustion engine A and clutch bell 15 are bolted together.
In the variant represented in FIG. 5, the drive hub 8, and
therefore the inner disc carrier 4, are driven by the internal
combustion engine A via a spline. A flexible plate 33 is located
between internal combustion engine A and drive hub. The outer disc
carrier 3 is the output drive. The wet clutch is configured in such
a manner that the vehicle can start without the aid of the electric
motor.
The outer disc carrier 3 is connected to the driven hub 26 via a
vibration damper 35.
The rotor carrier 34 of the E-machine C is supported on the engine
side on the clutch cover 17 via rolling bearings. On the output
side the rotor carrier 34 is connected positively to a sheet-metal
hub element 23 which is welded or riveted (not shown in FIG. 5) to
the driven hub 26.
As in FIG. 4, the E-machine C is located in the wet space. Only the
flexible plate 33 is located in the dry space. In order to separate
the wet and dry spaces, a sealing element 6 is located between
clutch cover 17 and the drive hub 8.
The outer disc carrier 3 is connected to the driven hub 26 via the
vibration damper 35. The driven hub 26 is supported on the
transmission input shaft 27 via a spline.
The inner disc carrier 4 and the drive hub 8 are mounted on the
transmission input shaft 27 via two rolling bearings.
The pump pinion 31 (not shown here) is pressed onto the
transmission input shaft 27 and serves as the mounting and drive
for the oil pump 24.
The actuating oil and cooling oil are supplied to the clutch via
two bores integrated in the transmission input shaft. Cooling and
actuating oil flows via radially disposed bores to the rotary
ports, where it is transferred to the drive hub rotating at engine
speed. In the drive hub the actuating oil is supplied via bores to
the actuating cylinder. The cooling oil also flows through bores to
the centrifugal force compensation unit and to the clutch cooling
system. Surplus oil flowing to the centrifugal force compensation
unit flows to the clutch cooling system through bores in the
sheet-metal element of the centrifugal force unit, which bores
determine the filling level.
The clutch actuating mechanism rotates at engine speed, for which
reason engine-side actuation of the clutch B is referred to. The
clutch actuating forces arising are absorbed inside the drive hub
8.
The return spring 11, between the piston 13 and the sheet-metal
element of the centrifugal force unit, opens the clutch after the
actuating pressure has dropped, and moves the piston to its
starting position. The return spring includes bores through which
oil coming from the rotary port flows into the centrifugal force
chamber.
Because the rotary ports 14 are not integrated in the driven hub
26, an additional sealing element 30 is required between the clutch
bell 15 or the pump housing and the driven hub 26, in order to
prevent the pump 24 from suctioning air.
Installation of the clutch unit takes place as follows: The
completely assembled clutch including rotor carrier and rotor is
fitted onto the transmission input shaft. The clutch cover with
axial bearing is then fitted into the clutch bell. Next, the clutch
cover is fixed in the clutch bell by means of a securing element.
Installation of the sealing element between the clutch cover and
the drive hub then takes place. The stator of the machine is then
installed.
The flexible plate 33 is screwed to the crankshaft 7. Finally, the
clutch B is connected to the flexible plate 33 via the toothing on
the drive hub 8, and the internal combustion engine A and the
clutch bell 15 are bolted together.
In contrast to the variant represented in FIG. 5, the variant
represented in FIG. 6 additionally includes a scavenging tube 37.
The rotor 34 is connected to the outer disc carrier and is riveted
to the sheet-metal hub element 23. Rotor carrier and sheet-metal
hub element 23 form a channel in which the oil emerging from the
outer disc carrier forms an oil ring rotating at circumferential
velocity. The scavenging tube 37 is connected to the clutch bell 15
and utilizes the kinetic energy of the oil to generate an oil feed
flow which is conveyed back to the oil sump via the extraction
channel 38.
The outer disc carrier, the rotor carrier and the sheet-metal hub
element form the clutch basket. The latter is supported on the
transmission side on the clutch bell via a needle bearing. On the
engine side the clutch basket is supported on the clutch cover via
a rolling bearing.
The pressure oil is supplied to the transmission input shaft 27
through a conduit in the clutch bell 15 or the pump housing and a
rotary port 14. The sealing rings of the rotary port 14 at the same
time seal the pump suction chamber, thus preventing the pump from
suctioning air. At the same time an additional sealing element is
saved.
LIST OF REFERENCES
1 Torsional Vibration Damper; Dual-Mass Flywheel (DMF) 2 Rotor
Carrier 3 Outer Disc Carrier 4 Inner Disc Carrier 5 Rolling Bearing
6 Sealing Element 7 Crankshaft 8 Drive Hub 9 Rolling Bearing 10
Centrifugal Force Region 11 Return Spring 12 Bridging Ring 13
Piston 14 Rotary Port 15 Clutch Bell 16 Stator of Starter Generator
(E-machine) 17 Clutch cover 18 Rotor of Starter Generator
(E-machine) 19 Stripping Unit 20 Stiffening Plate 21 Thrust Plate
22 Pressure Oil Feed 23 Sheet-metal Hub Element 24 Oil Pump 25
Pretensioning Spring 26 Driven Hub 27 Transmission Input Shaft 28
Cooling and Centrifugal Oil Feed 29 Securing Element 30 Sealing
Element 31 Pump Pinion 32 Securing Element 33 Flexible Plate 34
Rotor Carrier 35 Vibration Damper 36 Needle Roller Bearing 37
Scavenging Tube 38 Extraction Channel A Internal Combustion Engine
B Starting Clutch C Starter Generator (E-machine) E Automatic
Transmission Without Torque Converter
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